PUBLIC INPUT SESSIONS WILL BE HELD PRIOR TO LAUNCH OF WAYFINDING SIGN & CONSTRUCTION PROJECT
By Michelle Gladden
“A $325,000 Transit Village grant awarded by the NJ Department of Transportation [NJDOT] will be used to fund a wayfinding signage and construction project, city officials announced via a written news statement Tuesday.”
“The designation is given to municipalities that show a commitment to revitalization and redevelopment that encourages the use of public transportation, particularly where infrastructure is already in place and where multi-modal transportation options are readily available, Michele Alonso has said. Another important factor is the advancement of sustainable programs that focus on reducing auto-dependency.”
“Current projects within the Transit Village designation include the 63-unit Renaissance from the Michaels Group; Interfaith Neighbor’s 20-unit Parkview AP, an owner occupied duplex with adjacent income property; the 104-unit Boston Way project; a 40-rental unit sustainable project at 201 Memorial Drive; the recently completed five-unit work/live units at 301 Memorial Drive and a nearby planned 76 rental unit project; and Interfaith Neighbors previously proposed 47,000 square foot JAMS Performing Arts Center on Springwood that would feature a 200-seat performance/lecture hall, gallery space, theater, lounge and restaurant.”
Join us at High Voltage Cafe on Thursday, 5/17, at 7pm for a screening of Bike Riddim, a documentary film by Sarah Galloway about Kenny “Stringbean” Sorensen and his band traveling to gigs on bikes all around Asbury Park. 808 Springwood Ave, sharing space with Second Life Bikes.
Asbury Park has a bike share, and loads of bicyclists around the city especially in summer. Do we want to make riding a bike look like an inherently dangerous activity, or build infrastructure to make streets safe for everyone on a bike or on foot?
The big bike helmet debate: ‘You don’t make it safe by forcing cyclists to dress for urban warfare’
The question of whether cyclists should wear helmets provokes fury – often from those on four wheels. But which has the bigger benefit: increased physical safety, or creating a better environment for people to cycle helmet-free?
In this excerpt from “Copenhagenize,” author Mikael Colville-Andersen talks cars, playgrounds and how we can leverage design to reclaim our “life-sized” cities.
“Bicycle urbanism by design is the way forward. We are surrounded—if not bombarded— by products to buy in our daily lives. Take a look around you at the many products you have acquired. Your smartphone, toothbrush, remote control, mouse, chair. They all have one thing in common. There was a designer or a design team dedicated to ensuring that you would have a positive design experience when using it. The team that produced my smartphone was employed by a multinational corporation that is intent on increasing profit margins, sure, but the designers bent over backward to make sure that the phone was easy, intuitive and enjoyable to use by me, my ten-year-old daughter and my 88-year-old father. And everyone in between. It was a human-to-human process from idea to purchase. Their sole task was thinking about the human on the other end of that process. That can’t be said of traffic engineering and even traffic planning in most parts of the world, where mathematical models focused on moving cars around is the primary focus.”
“And more to the point: in the rare moments that I find myself in my full-on cyclist get-up, I still care deeply about how the streets I ride through are built. And for the most part, so do all my cross-racing, Chamois-Butt’r-needing, mega-athletic friends who would call themselves cyclists proudly and without a moment’s hesitation.
Cyclists are People on Bikes. And the kind of People on Bikes who will never touch a fiber of Lycra a day in their life still need Cyclistsin the fight to create better streets. They also need sympathetic drivers, and transit riders, and people on hoverboards, if those infernal things somehow manage to stick around. We need every single person we can get.”
What’s the value of a walk-friendly street? Why do our cities benefit from being safe places to walk? Read on to find out:
Here at Strong Towns, we’re advocates for a simple concept we like to call “slow the cars” because we’ve seen in city after city that slowing down cars makes our communities more prosperous and resilient — not to mention safer.
But, while this concept is simple, the reasoning behind it and the path to get to safer streets is, by no means, easy. Today, we’re sharing our ultimate guide to building slower, more walkable streets, filled with helpful articles and resources you can use to #slowthecars in your town. We’ve broken it down into 4 key sections that will explain why we need walkable streets, how to tell if your streets aren’t walkable, and resources for building walkable streets, plus inspiring stories that will demonstrate how to build safer streets.
On streets all around Asbury Park we can see improvements for pedestrians, bicyclists and markings to slow cars. Neighborhoods are becoming safer and the work will continue throughout the city so we can avoid being included among the statistics of US traffic fatalities, particularly the increase of hit-and-run.
HIT-AND-RUN DEATHS ARE SKYROCKETING, AND PEDESTRIANS AND CYCLISTS BEAR THE BRUNT
“Overall, the AAA report is more evidence that America’s traffic safety paradigm is failing. Decades of institutional safety practices that treat superficial symptoms while overlooking the central role of car-centric street design and planning have left the U.S. with a traffic fatality rate far higher than peer nations. Life is cheap on American streets.”